Load-restraining barrier net for use in motor vehicles

ABSTRACT

A load-restraining barrier net for use in a motor vehicle capable of securing cargo within the trunk area of a vehicle in accordance with established safety requirements. The barrier net includes a body primarily made up of diamond/square or hexagon shaped netting, frame strap webbings around the perimeter of the net, and at least two horizontal and at least two vertical central strap webbings across the center of the net. The net is securely affixed on one side through a first set of attachments including oval rings bolted to the vehicle. These attachments prevent the cargo from slipping below the net to an unsecured position. Further, corner oval rings act as the joint attachment for the vertical and horizontal frame strap webbings, allowing the barrier net to withstand angular momentum from inertial forces. A second, releasable, set of attachments including hooks and/or D-ring connections that attach to D-rings and/or fasteners pre-installed in the vehicle. When the barrier net is installed in a horizontal position on the floor of a vehicle trunk compartment, cargo is safely secured, thereby preventing cargo movement and the potential for damage to the cargo itself, to the vehicle trunk, and to other contents in the trunk area.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to a barrier net for use in amotor vehicle. Further, the present invention relates to a barrier netcapable of securing cargo in a motor vehicle in accordance with safetyrequirements.

2. Background of the Invention

Safety requirements regarding the restraint of cargo within the cargo ortrunk area of a vehicle are set forth by the United Nations EconomicCommission for Europe (UN-ECE) in Regulation 17 (R17), entitled “UniformProvisions Concerning the Approval of Vehicles with regard to the Seats,their Anchorages, and Head Restraints.” UN-ECE R17 establishes testcriteria for devices intended to provide security through preventing themovement and penetration of objects from the cargo or trunk area intothe passenger. According to R17 two cargo blocks of 18 kg each are to beplaced in the trunk area. For the crash test, the speed on impact mustbe between 48.3 km/h and 53.1 km/h. To pass the safety requirements, the18 kg blocks cannot enter the passenger area after a longitudinalhorizontal deceleration of not less than 20 g (with 1 g beingapproximately equal to 9.8 m/s²) is applied for 30 milliseconds in theforward direction to the whole shell of the vehicle.

A load-restraining barrier net is designed to provide protection againstthe forward movement of cargo by inertia from the rear compartment of avehicle into the passenger area of the vehicle, in accordance withUN-ECE, Regulation 17.

An example of one such barrier net is disclosed in U.S. Pat. No.6,302,463 and U.S. Pub. No. 20020030372, both titled “Load RestrainingVehicular Barrier Device,” invented by Donal Moore and Brian Bateman.These documents describe a load restraining barrier for use in a motorvehicle, suspended between the passenger compartment and the trunkcompartment. The barrier includes a barrier body having a front, a back,a top, a bottom, and two sides, the front facing the trunk compartment,the back facing the passenger compartment, the top adjacent the packagetray, the bottom adjacent the vehicle's bottom wall, and the two sidesadjacent the vehicle's two side walls. A substantially horizontalreinforcing member extends between the two sides and is located at orbelow a midpoint between the top and the bottom. The barrier body isattached to the vehicle's package tray, and is releasably attached to atleast one of the bottom wall and the side walls. When the barrier isinstalled at the trunk forward end, cargo in the trunk compartment isrestrained from entering the passenger compartment under predeterminedfrontal crash conditions.

While barrier nets mounted vertically between the cargo and passengerareas of a vehicle such as those in the documents referenced above meetcurrent safety requirements, they do not prevent the cargo from movingwithin the trunk area and possibly causing damage to the cargo itself,to the vehicle trunk, and to other contents in the trunk area.

Thus, there remains a need for a load-restraining barrier net that meetsUN-ECE R17 safety requirements while also preventing free movement ofcargo within the trunk area of a motor vehicle.

SUMMARY OF THE INVENTION

A first aspect of the present invention is to provide a load-restrainingbarrier device that restrains cargo from moving from a cargo area of avehicle to a non-cargo area of the vehicle, the vehicle having avertical plane when at rest on horizontal ground, the load-restrainingbarrier device including a deformable body having a front portion and aback portion; a first set of at least one connector operable to connectthe front portion of the deformable body to a first location of thecargo area of the vehicle; a second set of at least one connectoroperable to connect the back portion of the deformable body to a secondlocation of the cargo area of the vehicle; and wherein the deformablebody, when the first and second set of connectors are installed in thevehicle, is operable to deform over cargo in the cargo area of thevehicle such that the deformable body restrains substantial verticalmovement of the cargo, the vertical movement being in relation to thevehicle's vertical plane.

A second aspect of the present invention is to provide aload-restraining barrier device that restrains cargo from moving from acargo area of a vehicle to a non-cargo area of the vehicle, the vehiclehaving a vertical plane when at rest on horizontal ground, theload-restraining barrier device including a deformable body having afront portion and a back portion; a first set of at least one connectoroperable to connect the front portion of the deformable body to a firstlocation of the cargo area of the vehicle; a second set of at least oneconnector operable to connect the back portion of the deformable body toa second location of the cargo area of the vehicle; and wherein thedeformable body, when the first and second set of connectors areinstalled in the vehicle, further has a substantially non-verticalorientation in relation to the vehicle's vertical plane such that thedeformable body restrains substantial vertical movement of the cargo,the vertical movement being in relation to the vehicle's vertical plane.

A third aspect of the present invention is to provide a load-restrainingbarrier device that restrains cargo from moving from a cargo area of avehicle to a non-cargo area of the vehicle, including a deformable bodyhaving, two sides, a front portion and a back portion, the front portionfurther having a middle point and two ends; at least four substantiallyoval shaped connectors operable to connect the front portion of thedeformable body to at least one front location of the cargo area of thevehicle, wherein the at least four connectors are spaced along the frontportion of the deformable body such that at least two of the at leastfour substantially oval shaped connectors are not positioned at themiddle point of the front portion of the deformable body and at leastanother two of the at least four substantially oval shaped connectorsare each positioned at each end of the front portion of the deformablebody; at least one releasable connector operable to connect the backportion of the deformable body to at least one back location of thecargo area of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top view of a barrier net, in accordance with an exemplaryembodiment of the present invention.

FIG. 2 is a top view of a barrier net, including representations ofcargo, in accordance with the embodiment of the present invention shownin FIG. 1.

FIG. 3 is a side view of a barrier net, in accordance with theembodiment shown in FIG. 1.

FIG. 4 is a view of a barrier net in an installed position, inaccordance with an exemplary embodiment of the present invention.

FIG. 5 is a cross-section view of a barrier net secured over cargo, inaccordance with an exemplary embodiment of the present invention.

FIG. 6 is a top view of Detail A from FIG. 2, showing the cornerconstruction of a barrier net, including the perimeter straps slideablyconnected to a corner connector, and the angular moments about theconnector.

FIG. 7 is a photograph of a front view of a barrier net installed anddeformed over cargo according to an embodiment of the present invention.

FIG. 8 is a photograph of a side view of a barrier net installed anddeformed over cargo according to the embodiment of the present inventionshown in FIG. 6.

FIG. 9 is a photograph of a back view of a barrier net installed anddeformed over cargo according to the embodiment of the present inventionshown in FIG. 6.

FIG. 10 is a photograph of a another side view of a barrier netinstalled and deformed over cargo according to the embodiment of thepresent invention shown in FIG. 6.

FIG. 11 is a photograph of a top view of a barrier net installed overcargo and deformed according to the embodiment of the present inventionshown in FIG. 6.

FIG. 12 is a set of two photographs showing two steps in how are thecentral oval rings are attached to the frame of the barrier netaccording to an embodiment of the present invention.

DETAILED DESCRIPTION

In the following description, like reference characters designate likeor corresponding parts throughout the several views. Also in thefollowing description, it is to be understood that such terms as“forward,” “rearward,” “front,” “back,” “right,” “left,” “upwardly,”“downwardly,” and the like are words of convenience and are not to beconstrued as limiting terms.

The present invention addresses the above-mentioned problems andprovides an apparatus for securing cargo in the rear or trunkcompartment of a motor vehicle and preventing free movement of the cargowithin the cargo area. The motor vehicle in which this barrier net isused may include automobiles, trucks, trains, aircraft, marine craft,and the like. In a preferred embodiment the barrier net is securelyfastened on one edge to a horizontal surface, such as the trunk floor ofa motor vehicle, specifically, the trunk floor of a sedan or a coupe.The opposite edge of the barrier net 100 releaseably attaches at therear of the vehicle trunk compartment. When installed according to thispreferred embodiment, the barrier net 100 can conform to the contours ofthe cargo, and cargo is securely stowed between the trunk floor and thebarrier net 100. Further, the present invention is designed to withstandthe crash test safety requirements as set forth in UN-ECE R17. Referringnow to the drawings in general, the illustrations are for the purpose ofdescribing a preferred embodiment of the invention and are not intendedto limit the invention thereto. The barrier net of the present inventionis designated generally as 100 in the figures. FIG. 1 shows a top viewof a barrier net according to one embodiment of the present invention.The main deformable body of the barrier net 100 includes diamond/squareor hexagon shaped netting 110. There is not a preferred size for thedimension of the diamonds or hexagons. The size of the diamonds/squaresor hexagons of the netting will generally depend on the visibility andcargo retention that is required for the net to be used in a particularsituation. Preferably, the size is 25 mm for a barrier net of thepresent invention.

The netting 110 may be composed of polyester, nylon, polypropylene,KEVLAR, or another sufficiently strong fiber polymer. The perimeter ofthe netting 110 is framed by frame strap webbings 120, or perimeterstraps, sewn on either side of the netting 110. Further strength andreinforcement are added through the addition of at least two verticaland two horizontal central strap webbings 130 across the barrier net100. Specific spacing proportions for the central horizontal andvertical strap webbings depend on desired traits such as strength,aesthetics, cargo retention, etc.

Like the frame strap webbings 120, the central strap webbings 130 aresewn on either side of the netting 110. The purpose of the configurationof the horizontal and vertical central strap webbings 130 is to providea strong hold to the center of cargo 140 below the barrier net 100 andto make the netting 110 strong enough to bear the crash test. Both theframe 120 and the central strap webbings 130 are woven and may becomposed of polypropylene, nylon, polyester, or another woven materialthat will provide similar tensile strength with minimal elongation. Thenumber of the central strap webbings 130 and the widths of both theframe and central strap webbings 130 may vary according to the load,application, and size of the net. Boxtack stitching is used to fastenjoints between pieces of strap webbing; for example, where the centralstrap webbings 130 intersect the frame strap webbings 120. The boxtackstitching is a special type of stitching that is designed to providesufficient attachment strength to withstand the forces of the crash testwhich would cause normal stitching to disintegrate. The features thatlikely provide strength are the stitches per inches that preferably are8±1 and the boxtack design that provides strength to the presentinvention. Preferably the thread is bonded and has a minimum tensilestrength of 43%. Nylon is the preferred material for the threads and themin lubricant percentage is 6%.

The barrier net 100 further comprises two sets of attachments orconnectors for securing the net to the trunk compartment of the vehicle,described in detail below.

The first set of attachments or connectors comprises at least four ovalrings 150 and is on the forward edge of the barrier net 100. The twocorner oval rings 150 act as the joint attachment for the intersectingframe strap webbings 120 (this is best seen in detailed inset of FIG.2), while the additional oval rings 150 extend from the front edge ofthe frame strap webbing 120. The central oval rings are preferablyattached to the frame of the barrier net as follows and shown in FIG.12. Step 1: A hole is made on bottom webbing before net sewing, then asmall cut strap goes through the hole and it's fixed at top with asewing line. Step 2: After the strap is secured, the oval ring is weavedthrough the strap then the strap is folded to be boxtacked.

Together these forward oval rings 150 allow the barrier net 100 to bebolted to the vehicle and securely restrain cargo 140 (the oval rings150 are designed to withstand around 12000 N pressure). Additionally,this attachment through oval rings 150 is the strongest jointattachments for the corner joint of frame strap webbings 120; in crashtests, as greater force is applied over the metal oval rings 150, thestrap webbings can bear the angular momentum without tearing due to theability of the strap webbing to rotate over the oval ring 150.Furthermore, the center oval rings 150 function to prevent the cargo140, in response to inertial forces, from slipping below the net to anunsecured position within the cargo compartment or even out of the cargoarea and into the passenger area of the vehicle.

The second set of attachments or connectors on the barrier net 100 is onthe rearward edge and is comprised of hooks and/or D-ring connections160. These metal attachments are present on the rear corners of theframe strap webbing 120 and connect to D-rings and/or fasteners 310pre-installed in the vehicle. As can be seen most clearly in FIG. 4,through the interaction between the attachment components on the barriernet 100 and those pre-installed in the vehicle, the barrier net 100 canbe releasably secured over cargo 140.

As is seen clearly in FIG. 3, the barrier net 100 has a slim profilewhich allows for easy storage when not in use. Furthermore, as can beseen in FIG. 4 and FIG. 5, the flexible nature of the barrier net 100allows it to conform to the contours of the cargo 140 thereby enablingsecure stowing and transport of the cargo 140. Thus, the barrier net 100can prevent cargo movement and the potential for damage to the cargoitself, to the vehicle trunk, and to other contents in the trunk area.The storage pocket 320, seen in FIG. 4, is 100% polyester material andis attached to the main frame after it's made similar to a sub-assembly.The pocket has releasable hook-and-loop fasteners (e.g. VELCRO) attachedto hold the main frame net inside. The storage packet is an optionalcomponent of the present invention and further it is not necessary thatthe pockets be attached to the main frame, if included.

The present invention provides a load-restraining barrier device thatrestrains cargo from moving from a cargo area of a vehicle to anon-cargo area of the vehicle. The vehicle has a vertical plane when atrest on horizontal ground. The barrier device includes a deformable bodyhaving a front portion and a back portion; a first set of at least oneconnector operable to connect the front portion of the deformable bodyto a first location of the cargo area of the vehicle; a second set of atleast one connector operable to connect the back portion of thedeformable body to a second location of the cargo area of the vehicle;and wherein the deformable body, when the first and second set ofconnectors are installed in the vehicle, is operable to deform overcargo in the cargo area of the vehicle such that the deformable bodyrestrains substantial vertical movement of the cargo, the verticalmovement being in relation to the vehicle's vertical plane.

The deformable body deforming over the cargo lends to restraining cargoin a vehicle's cargo area or trunk, such that it does not significantlymove upwards in relation to the vehicle, but also so that it remainssecure in the cargo area, including not substantially moving upward,forward, or backward in relation to the vehicle.

Another embodiment of the present invention provides a load-restrainingbarrier device that restrains cargo from moving from a cargo area of avehicle to a non-cargo area of the vehicle. The vehicle has a verticalplane when at rest on horizontal ground. The barrier device includes adeformable body having a front portion and a back portion; a first setof at least one connector operable to connect the front portion of thedeformable body to a first location of the cargo area of the vehicle; asecond set of at least one connector operable to connect the backportion of the deformable body to a second location of the cargo area ofthe vehicle; and wherein the deformable body, when the first and secondset of connectors are installed in the vehicle, further has asubstantially non-vertical orientation in relation to the vehicle'svertical plane such that the deformable body restrains substantialvertical movement of the cargo, the vertical movement being in relationto the vehicle's vertical plane.

The deformable body being in a substantially non-vertical orientationlends to restraining cargo in a vehicle's cargo area or trunk, such thatit does not significantly move upwards in relation to the vehicle, butalso so that it remains secure in the cargo area, including notsubstantially moving upward, forward, or backward in relation to thevehicle.

Yet another embodiment of the present invention provides aload-restraining barrier device that restrains cargo from moving from acargo area of a vehicle to a non-cargo area of the vehicle. The barrierdevice includes a deformable body having, two sides, a front portion anda back portion, the front portion further having a middle point and twoends; at least four substantially oval shaped connectors operable toconnect the front portion of the deformable body to at least one frontlocation of the cargo area of the vehicle, wherein the at least fourconnectors are spaced along the front portion of the deformable bodysuch that at least two of the at least four substantially oval shapedconnectors are not positioned at the middle point of the front portionof the deformable body and at least another two of the at least foursubstantially oval shaped connectors are each positioned at each end ofthe front portion of the deformable body; and at least one releasableconnector operable to, connect the back portion of the deformable bodyto at least one back location of the cargo area of the vehicle.

Further, the barrier device includes two sides; wherein the body furtherhas a side perimeter strap along each side of the deformable body and afront perimeter strap along the front portion of the deformable body;and wherein each side perimeter strap slideably attaches to at least onesubstantially oval shaped connector; and wherein the front perimeterstrap slideably attaches to the at least four substantially oval shapedconnectors.

Including at least two of the at least four substantially oval shapedconnectors off-center or off the middle point of the front portion ofthe deformable body lends itself to prevent unwanted sliding of cargofrom the cargo area of a vehicle to the passenger area. FIG. 5 showswhat would happen if these off-center connectors were not includedaccording to the present invention, the cargo would potentially enterthe passenger area and injure someone.

The slideably attached perimeter straps/webbings allow the deformablebody to move angularly about the corner connectors as shown in FIG. 6and further explained below. This provides for a more robust cornerbody-to-connector design and yields a device that is able to withstandsubstantial crash forces.

Experimental Results

The barrier device is designed to withstand substantial forces during apotential crash and its design is experimentally confirmed by sledtests. The test include positioning two 18 kg boxes below the net at 30mph crash. If after the crash results that the net breaks and allows theboxes to pass to passengers' side or allow the boxes to tumble bag andbreak the back mirror of the vehicle, then the design is consider as afailure. Several options were chosen to prevent netting failure when itwas submitted to the sled test.

As seen in FIG. 2, the purpose of the configuration of two centervertical outward straps at each side and two off-center horizontalinternal straps 130 is to provide a stronger hold to the center of theobjects below the net and also to make the netting stronger, so it canbear the crash test.

After experiencing several failures with straps join at bottom corners,oval ring join unexpectedly proved to be the strongest join attachment,likely due to the greater force being applied over the metal oval ringand the webbing can bear an angular momentum without tearing due to howit can slideably rotate on the Oval ring, see FIG. 6.

Certain modifications and improvements will occur to those skilled inthe art upon a reading of the foregoing description. By way of example,the number and spacing of central strap webbings present on the barriernet may vary depending on the cargo load, size of the net, andapplication of use. While an embodiment in which the barrier net issecurely bolted to the forward end of the trunk and the releasable hooksattach at the rear of the trunk compartment is described, thisorientation within the trunk may be reversed with the oval rings beingat the rear of the trunk compartment and the releaseable hooks being atthe front. Additionally, although a horizontal mounting has beendescribed, the present invention may secure cargo through eitherhorizontal and/or vertical mounting in the trunk compartment of thevehicle; furthermore, differences in mounting orientation may includevariation in the locations within the trunk

The above mentioned examples are provided to serve the purpose ofclarifying the aspects of the invention and it will be apparent to oneskilled in the art that they do not serve to limit the scope of theinvention. All modifications and improvements have been deleted hereinfor the sake of conciseness and readability but are properly within thescope of the invention.

1. A load-restraining barrier device that restrains cargo from movingfrom a cargo area of a vehicle to a non-cargo area of the vehicle, thevehicle having a vertical plane when at rest on horizontal ground, theload-restraining barrier device comprising: a. a deformable body havinga front portion and a back portion; b. a first set of at least oneconnector operable to connect the front portion of the deformable bodyto a first location of the cargo area of the vehicle; c. a second set ofat least one connector operable to connect the back portion of thedeformable body to a second location of the cargo area of the vehicle;and d. wherein the deformable body, when the first and second set ofconnectors are installed in the vehicle, is operable to deform overcargo in the cargo area of the vehicle such that the deformable bodyrestrains substantial vertical movement of the cargo, the verticalmovement being in relation to the vehicle's vertical plane.
 2. Theload-restraining barrier device of claim 1, wherein the first set of atleast one connector is at least four substantially oval shapedconnectors.
 3. The load-restraining barrier device of claim 2, whereinthe at least four connectors are spaced along the front portion of thedeformable body such that at least two of the at least foursubstantially oval shaped connectors are not positioned at the middlepoint of the front portion of the deformable body and at least anothertwo of the at least four substantially oval shaped connectors are eachpositioned at each end of the front portion of the deformable body. 4.The load-restraining barrier device of claim 2, wherein the body furtherhas two sides; wherein the body further has a side perimeter strap alongeach side of the deformable body and a front perimeter strap along thefront portion of the deformable body; and wherein each side perimeterstrap slideably attaches to at least one substantially oval shapedconnector; and wherein the front perimeter strap slideably attaches tothe at least four substantially oval shaped connectors.
 5. Theload-restraining barrier device of claim 1, wherein the second set of atleast one connector is at least one releasable connector operable toconnect the back portion of the deformable body to at least one backlocation of the cargo area of the vehicle.
 6. The load-restrainingbarrier device of claim 1, wherein the deformable body, the first set ofat least one connector, and the second set of at least one connectorwithstand test criteria set out in UN-ECE R17 such that theload-restraining barrier device would restrain cargo from moving from acargo area of a vehicle to a non-cargo area of the vehicle.
 7. Theload-restraining barrier device of claim 1, wherein the first set of atleast one connector is designed to withstand approximately 12000 N ofpressure.
 8. The load-restraining barrier device of claim 1, wherein thedeformable body further includes netting having a top and a bottom side.9. The load-restraining barrier device of claim 8, wherein thedeformable body further includes strap webbings, at least one of whichis connected to the top side of the netting and at least one of which isconnected to the bottom side of the netting.
 10. A load-restrainingbarrier device that restrains cargo from moving from a cargo area of avehicle to a non-cargo area of the vehicle, the vehicle having avertical plane when at rest on horizontal ground, the load-restrainingbarrier device comprising: a. a deformable body having a front portionand a back portion; b. a first set of at least one connector operable toconnect the front portion of the deformable body to a first location ofthe cargo area of the vehicle; c. a second set of at least one connectoroperable to connect the back portion of the deformable body to a secondlocation of the cargo area of the vehicle; and d. wherein the deformablebody, when the first and second set of connectors are installed in thevehicle, further has a substantially non-vertical orientation inrelation to the vehicle's vertical plane such that the deformable bodyrestrains substantial vertical movement of the cargo, the verticalmovement being in relation to the vehicle's vertical plane.
 11. Theload-restraining barrier device of claim 10, wherein the first set of atleast one connector is at least four substantially oval shapedconnectors.
 12. The load-restraining barrier device of claim 11, whereinthe at least four connectors are spaced along the front portion of thedeformable body such that at least two of the at least foursubstantially oval shaped connectors are not positioned at the middlepoint of the front portion of the deformable body and at least anothertwo of the at least four substantially oval shaped connectors are eachpositioned at each end of the front portion of the deformable body. 13.The load-restraining barrier device of claim 11, wherein the bodyfurther has two sides; wherein the body further has a side perimeterstrap along each side of the deformable body and a front perimeter strapalong the front portion of the deformable body; and wherein each sideperimeter strap slideably attaches to at least one substantially ovalshaped connector; and wherein the front perimeter strap slideablyattaches to the at least four substantially oval shaped connectors. 14.The load-restraining barrier device of claim 10, wherein the second setof at least one connector is at least one releasable connector operableto connect the back portion of the deformable body to at least one backlocation of the cargo area of the vehicle.
 15. The load-restrainingbarrier device of claim 10, wherein the deformable body, the first setof at least one connector, and the second set of at least one connectorwithstand test criteria set out in UN-ECE R17 such that theload-restraining barrier device would restrain cargo from moving from acargo area of a vehicle to a non-cargo area of the vehicle.
 16. Theload-restraining barrier device of claim 10, wherein the first set of atleast one connector is designed to withstand approximately 12000 N ofpressure.
 17. The load-restraining barrier device of claim 10, whereinthe deformable body further includes netting having a top and a bottomside.
 18. The load-restraining barrier device of claim 17, wherein thedeformable body further includes strap webbings, at least one of whichis connected to the top side of the netting and at least one of which isconnected to the bottom side of the netting.
 19. A load-restrainingbarrier device that restrains cargo from moving from a cargo area of avehicle to a non-cargo area of the vehicle, comprising: a. a deformablebody having, two sides, a front portion and a back portion, the frontportion further having a middle point and two ends; b. at least foursubstantially oval shaped connectors operable to connect the frontportion of the deformable body to at least one front location of thecargo area of the vehicle, wherein the at least four connectors arespaced along the front portion of the deformable body such that at leasttwo of the at least four substantially oval shaped connectors are notpositioned at the middle point of the front portion of the deformablebody and at least another two of the at least four substantially ovalshaped connectors are each positioned at each end of the front portionof the deformable body; and c. at least one releasable connectoroperable to connect the back portion of the deformable body to at leastone back location of the cargo area of the vehicle.
 20. Theload-restraining barrier device of claim 19, wherein the body furtherhas two sides; wherein the body further has a side perimeter strap alongeach side of the deformable body and a front perimeter strap along thefront portion of the deformable body; and wherein each side perimeterstrap slideably attaches to at least one substantially oval shapedconnector; and wherein the front perimeter strap slideably attaches tothe at least four substantially oval shaped connectors.